- How do I remove/reinstall my ECM and/or TCM?
- What different methods do you offer to obtain tuning?
- What is a security or a CASE relearn? When do I need it?
- What fuel octane should I run?
- What is a speed density tune? Why am I getting a MAF Code?
- What sort of AFR should I look for on my forced induction tune?
- What impact does fuel slosh have on my tune?
- Why don’t you offer Virtual Flex Fuel tuning?
- Where is my ECM located?
1. Removal & installation of your ECM/TCM – refer to service manual. Disconnect battery whenever removing/reinstalling the ECM/TCM. If it has a 7mm captive bolt in the center, loosen it and wiggle connector side to side to remove. If it has a plastic shell connector, push out the red locking tab, push down on the black shell while pulling the gray handle fully forward to unseat it. Wiggle gently side to side to remove. Any gaskets are meant to stay with the control module connector; if they come out during removal you can seat them back into the wiring harness connector. To reinstall, replace ECM/TCM back into bracket. Reconnect ECM/TCM connectors. Reconnect battery when finished. If you sent in your original module(s), they are plug and play with no relearns. If you did a core program, you may need a security or CASE relearn.
2. Available Tuning Programs (varies by vehicle)
Send In Program
Send in your PCM to PCM of NC (How do I do that? click HERE). The vehicle will not be drivable during this period of time. Sent-in PCMs are our first priority, and are typically shipped back out the next day. No security relearn or CASE relearn is required. NOTE: Some vehicles will also have a TCM (transmission control module). If you do not know whether you have a TCM or not, call us at 704-307-4227 to find out. If your vehicle does have a TCM, we will need both the PCM and the TCM so that we can tune the engine as well as the transmission for you.
Core Program
In the core program, we send you a tuned core PCM (and TCM if applicable). We start by using GM software to program your vehicle’s VIN & calibration, and then tune that file. Once you receive the core, you may send yours in back for the core refund, or retain both modules. If you choose to send in your stock PCM/TCM for the core refund**, it must be postmarked with seven days of receiving the tuned PCM. The core program requires a CASE relearn and security relearn also.
Loaner Program
The loaner program sends you a stock PCM/TCM to borrow so that you can send in yours for programming. When we receive your PCM, we tune it and return it to you, and then you send in the loaner for the core refund. The loaner PCM will need a security relearn, but there are no CASE relearns required. NOTE: Expedited shipping on loaner programs only covers one shipment. To upgrade both shipments to express, please contact us!
3. Security & CASE Relearn: If you did a CORE program with us you will need to perform a Security relearn (if you did not elect to disable VATS), and a CASE relearn. More info can be found here – link.
4. Octane: Running premium gas will net the best results from our tuning process, but we understand it is not always possible to commit to premium. Please run the octane that you indicated on your order sheet. Running higher octane is generally fine, but running lower grade can cause spark knock and other problems, and is not advised without a reflash.
5. Speed Density: On some set ups (cammed, forced induction) we prefer to perform a speed density tune. This is an alternative fueling strategy that calculates incoming air flow rate from a calibrated Volumetric Efficiency Table, air pressure, and air temperature. Since we tuned your vehicle in speed density you may remove or unplug any 3 wire Mass Air Flow sensor (MAF). 5 wire MAFs can also be removed but an IAT must be wired in its place. Because your car is tuned in Speed Density you will always have a phantom P101, P102, and/or P103. The check engine light will not come on for these codes.
6. Forced Induction AFR: Your engine should run between 14.0-15.4 at steady state. At wide open throttle your engine should read between 11.5-12.2 depending on RPM. Quick changes in throttle and deceleration will give erroneous results.
7. Fuel Slosh: If you intend to track your vehicle or drive it hard, it is important to keep fuel slosh in mind. If the tank is low, fuel can slosh which can make the vehicle run lean. It is important to run at least a half of a tank of gas when driving aggressively, especially if you have forced induction.
8. Virtual Flex Fuel Vehicles (Gen IV): We disable VFF unless you have a physical E85 sensor. You will not be able to run E85 after tuning without a sensor. The virtual flex vs a real sensor is not the same at all. The virtual flex tables in the ECM use the fuel trims to determine the alcohol content. The reason virtual doesn’t work correctly is because it only monitors the fuel trims. If it sees them adding fuel, upwards of say 15% then it will think it must be because it’s running E85. So if you have something wrong with such as a vacuum leak or exhaust leak etc, anything that causes fuel trims to start adding fuel, then you will see the Ethanol % start increasing. A physical E85 sensor is inline in the fuel rail, so all of the fuel passes through it. It sniffs out the amount of alcohol content and adds fueling/timing accordingly. This is also important because you are rarely actually getting E85, it’s usually going to fall somewhere between the E60-E80 range.
9. Common ECM Locations:
Camaro (Gen 5) – Engine bay, pass side by fusebox
Camaro (Gen 4) – Passenger side behind strut tower
Chevy SS – Engine bay, pass side by fusebox
Colorado/Hummer H3 – Passenger side firewall
Corvette C5/C6 – Driver’s side wheelwell
CTSV – under front splash shield, driver’s side
Full Size Truck Gen III/IV– underneath airbox/near battery
GTO – Driver’s side strut tower
Trailblazer SS/5.3L – under plastic cover by battery
Trailblazer/Envoy 4.2L – top driver’s side of engine
